Transmission mechanism.



No. 897,261. PATENTED AUG. 25, 1908.

v G. E. DURYEA. TRANSMISSION MECHANISM.

APPLICATION FILED SEPT. 28, 1907.

5 SHEETS-SHEET 1.

PATENTED AUG. 25, 1908.

C. E, DURYEA. TRANSMISSION MECHANISM.

APPLICATION FILED SEPT. 28, 1907.

5 SHEETS-SHBET 2 5mm ufoz 3&3; k N D PATENTED AUG. 25, 1908.

0.3. DURYEA. TRANSMISSION! MECHANISM.

APPLICATION FILED SEPT. 28, 1907.

5 SHEETSSHEBT 3.

No. 897,261. PATENTEDAUG. 25, 1908. G.E.DURYEA.

TRANSMISSION MECHANISM.

APPLICATION FILED SEPT. 28, 1907. K

5 SHEETS-SHEET 4.

Q/WREVERSE H!GH-@\ I -LOCK!NG NEUTRAL INTERMEDIATE fgp 3 6 GLm v HIGH whim/woos (Tube 1 1 lb:

PATENTED AUG. 25, 1908.

O. E. DURYEA. TRANSMISSION MECHANISM APPLICATION FILED SEP'1'.28, 1907.

5 SHEETS-SHEET 5v UNITED STATES PATENT CHARLES E. DURYEA, OF REAQING, PENNSYLVANIA, ASSIGNOR TO CORBIN MOTOR VEHICLE CORPORATION, OF NEW BRITAIN, CONNECTICUT, A CORPORATION OF CONNECTICUT.

TRANMISSION MECHANISM.

Specification 61 Letters Patent.

Patented Aug. 25, 1908.

Application filed September 28, 1207. Serial No. 394,526-

To' all whom it may concern. V

Be it known that I, CI-IARLEs E. DURYEA, a. citizen of the United States, residingat Reading, county of Berks, State of Pennsylvania, have invented certain new and useful Improvements in Transmission Mechanism, of which the following is a full, clear, and exact description.

My invention relatesto improvements in transmission mechanism, the object being to provide a transmission which will afford various speed ratios, as well as reverse, and

which may be employed, for example, on the rear axle of a vehicle, although the particular location is not absolutely essential.

While the invention. is particular y useful in connection with automobiles or motor vehicles, its use is not limited thereto, the object of the invention, broadly speaking, being to provide a simple and eifective construc tion vhereby two or more speed changes may be effected, likewise reverse.

In the accompanying drawings, Figure 1 is a longitudinal sectional view, certain parts being shown in elevation; Fig. 2 is a longitudinal sectional View taken at right-angles to the plane of the section shown in Fig. 1; Figs. 3, 4, 5 and 6 are detail views partly in section, showing the various positions of the gears; Fig. 7 is a sectional view of a detail of construction, detached; Fig. 8 is a plan View thereof; Fig. 9 is a diagrammatic View, rela tively reduced, of certain operating parts Figs. 1O, 11, 12 and 13 aredetail views of other parts.

1 represents a driving shaft; 2 the driven shaft.

3 represents a gear of the driven shaft from which )ower may be taken by another gear (not saown), for example, the usual differential gear construction, such as pro vided in automobiles.

4 is a gearjcasing, which, when the transmission is to be employedon the rear axle, may be integral with the casing containing the usual differential gear. The rear end of the casing 4 is shown as broken away to in-- dicate that that end may assume any desired shape. Any desired form of bearings may be employed for the driving and driven shafts, the bearings shown being the annular ball type. 7

5 is an internal gear carried by a suitable frame 6, thelatter being connected to the 'lhrough the medium of the clutch 11.

dr1ven shaft through the medium of a head 7, and bolts 88.

" 91 0 are gearsof different ratios, fixed on a common sleeve so as to move together. The sleeve of these gears is fitted so as to slide only upon the squared end 1 of the'driving shaft. At the end of the sleeve, carrying the gears 910, are clutch jaws, which are arranged at certain times to engage with corresponding clutch aws on the head 7. This end clutch is indicated at 11 (Fig. 2).-

12 is a gear shifter slidable in extension 13 a of the bracket 13, which supports the bearings for the driving shaft.

14 is an exposed part of the gear shifter, which may be manipulated for the purpose of shifting the gears 9 and 10 longitudinally on the squared end of the shaft 1.

15 is a pinion mounted on a stud 16 carried, for example, by a part of the gear shifter 12, the same being always in mesh with gear 10.

17 is asecond shifter which makes suit- T able connection w ith the bracket 13 through a slot in case 4. (See Fig. 1). Bracket 12 is mounted in such away in the case 4 that it may be shifted laterally.

17 a is a cover-plate for the space'at the rear of the case 4, in which the bracket slides.

At this-poir it may be stated, that a lateral shifting of the driving sh aft may be read-' ily effected in ordinary automobile constructionwithout danger, siniio the driving shaft is always provided with a universal or flexible joint toward its forward end at least, and well away from the rear axle, the function being to prevent binding as the vehicle springs work up and down. The lateral shiftil'ig required for the gear changes is much less than the vertical movement that is regularly compensated for by this flexible connection.

Having thus explained the main elements of the construction, the operation will be readily umlerstood. \Vhvn the parts are shown in Figs. 1, .2 and 3, a direct drive" so-called is being eil'ected. in other words, power entering lhrough the driving-shaft 1 is transmitted directly to the driycn-shaft 2, Now assuming it is desired to reduce the speed of the driven-shaft relatively to the drivingshaft, the operator shifts the position e f-the gears 9 and 10 on the squared part 1 of the 9 and 10 still further along on the squared part of the driving-shaft 1 and until gear 10 faces up with gear 5. By then moving the bracket 13 laterally to a still further extent, gear It) will mesh. with gear 5, and power will be transmitted through said gears to the driveinshaft at a relatively reduced speed. This position is indicated in Fig. 5. then it is desired to reverse the rotation of shaft 2 relatively to shaft 1, the braehet 13 is shifted laterally until the gears move from the position indicated in Pig. 5 to that indicated in Fig. 6, whereupon the pinion 15 will mesh with the internal gear 5. Thus, through the medium of the intermediate gear 15, the

driven-shaft will be rotated in a reverse direction,.and as is proper, at a relatively reduced speed. it will thus be seen that by this simple and compact arrangement .I am

' enabled to secure threeditl'erent speeds in the forward direction of a single reverse. As will be observed, these varying speeds are secured by the use of a single clutch and one internal gear. By the use of annular ball bearings the driving member 1 is held against longitudinal inovementin the bracket. 13, as will be seeir on reference to Figs; 1 and 2.

In Figs. 7 to 12 1. have shown various details and arrangement of parts, for the purpose of illustrating a'suitablc lever system by which, by the use of a single lever, these .various changes may be effected. l. have also shown a safety means which I will first describe. 12 is a plate offset from gear shifter 12. 19 is a safety stud carried by a pivoted bell-crank lever 19, the same being eomieet .ed by a link 20 withthe engine clutch. 21, the

same being controlled by the foot pedal 22, in the usual manner. In the plate 12 and bracket 13 are various pcwforations, one of which in each will always face up with the safety stud 19, when the clutch or g ans are in one of the several operative positions. With one exception, at other times the solid or 'imperforate surface of bracket 13 or plate 12 will stand in front of the stud It). At such times, of cou se, the bell-crank lever 19 cannot'swingin the direction to permit the clutch 21 to be engaged with the engine, whereas when the gears are in operative position the safety stud it! will drop into one of the perforations in plate 12*, and hence the Dell-crank lever 15) will swing in the direction to permit the clutch 21 tobc engaged This- A still further reduction. of the speed with the engine. From the foregoing it follows in a universal bearin 27, the lower end of said lever 26 being connected at 28 with the lever 23. By means of the lever 26, the lever 23 may be advanced or retracted, or

moved to either side, so as to shift either oneof the operating parts 14 or 17 to the desired extent in the. desired direction.- 28) is a uide racli having a suitable guide slot therein, as shown (see Fig. 12). When the lever2t5 is in the position indicated in section in said Fig. 12, the clutch 11 is in, and direct drive occurs. it, I) and 0, represent recesses in said guide slot, into which the lever 26 may be projected. When the lever 26 is moved from the position shown in Fig. 12 to'the bottom of recess (I, this shifting movement will first free the clutch 11. and then bring'the gear 9 into mesh with gear 5. When the lever 26 is shifted from recess a to the bottom (if-recess I), it will first free the gears't) and 5 and then bringthe gears 10 and 5 into'mesh. When the lever is shifted from the bottom of recess [)il) the bottonrof recess 0, it will first free the gear 11) from gear 5-and then bring-pinion 1.3 into mesh-With gear 5. The holes in plate 12 arcso iositioned, that it is only v 'h n the lever stands in the position shown in ig, 12, or in the bottom of one of the recesses (1,, b or c, that the pin can enter. Consequently, at all-other times, the clutch 27 will be held out of engagement with the engine (not shown).

()n referring to Fig. 10, it wiilbe seen that it is only a lateral movement of the lever 23 that affects the part 14, while it is only a longitudinal movement of the lever 23 that alf'ects the part 17. By this simple arrangement safety is always guaranteed and danger of stripping thegears is entirely avoided.

In shifting from one speed to another, it will be seen that the operation involves pass ing through a neutral positionflin all cases, and that from the neutral position a shift may be made to any one of the several workin; or active positions without passing through any other. active position.

While I luivesho'wn a construction adaptcd to three speeds forward, it must be understood that my invention is not confinedor limited thereto, since' any number of gears may be included in the group now formed by gears 9 and 1t). i

In the drawing, particularly. Fig. 8, I. have gitudinally on their shaft support to cause either one to face said internal gear, and

means to shift the first-mentioned gears and.

their support laterally to cause either of said gears to mesh with said internal gear.

2. In a transmission mechanism, a driving-shaft, a driven-shaft, a plurality of change speed gears held against rotation but adapted to slide on one of said shafts, an internal gear connected to the other shaft, means to shift the first-mentioned gears longitudinally on their shaft support to cause either one to face said internal gear, means to shift the first-mentioned gears and their I support laterally to cause either of said gears to mesh with said internal gear, and a clutch arranged to positively couple and uncouple both of said shafts when all of said gears are out of mesh. I

3. In a transmission mechanism, a (lIlV- ing-shaft, a driven-shaft, a plurality of change speed gears held against rotation but adapted to slide on one of said shafts, an internal gear connected to the other shaft, means to shift the first-mentioned gears longitudinally on their shaft support to cause either one to face said internal gear, means to shift the first-mentioned gears to mesh with said internal gear, and an intermediate pinionin mesh at all timeswith one of the gears on one of the shafts, and arranged to engage the gear on the other shaft by the lateral displacement ofone of the shafts.

4. In a power transmission m'e'ehan sm,a

speed changing gear comprising a drivingshaft, a high and low speed gear directly driven by said shaft, a clutch, one member of which is connected tosaid gears, a drivenshaft, the other ,memberoffthe clutch being carried thereby, an internal gear alsocarried thereby, and means to cause the lateral and longitudinal shifting movement of the firstmentioned gears and clutch vmember, substantially as and for the purpose specified.

. 5. Ina power transmission mechanism, a

speed changing gear comprising a drivingshaft, a high and low speed gear directly driven by said shaft, a clutch, one member of which is connected to said gears, adrivenshaft, theother member of the clutch being .1 carried thereby, an internal gear also carried thereby, and means to'cause the lateral and longitudinal shifting "movement of the firstmentioned gears and clutch member, substantially as and for the purpose specified, a pinion in mesh with one of the firstmen tioned gears at all'times and arranged to be engaged with the internal gear at will.

6. In a power transmission mechanism, a driving member, a driven member, an internal gear secured to one of said members, a )lurality of connected gears of (lifferent iameters mounted to slide on the other member, means for shifting said lastmentioned gears longitudinally on said lastmentioned member, and means for shifting said last-mentioned member laterally to bring either of said gears into engagement with the internal gear at will.

71 In a power transmission mechanism, a driving member, a laterally movable supporting bracket therefor, a plurality of connected gears of different diameters arranged to slide on'said driving member,.means for sliding said gears on said driving member, a driven member, a bearing therefor, an internal gear carried by the driven member, a' clutch member connected with the first-v mentioned gears, a second clutch member connected with the driven member, and

means for shifting the bracket for the driving member laterally.

' '8. In a power transmission mechanism, a driving member, a laterally movable supporting bracket therefor, a plurality of connected gears of different diameters arranged to slide on. said driving member, means forsliding said ears on said driving member, a driven member, a bearing therefor, an internal gear carried by the driven member, a clutch member connected with the first-mentioned gears, a second olutch' member connected with the driven member, means for shifting the bracket for the driving member laterally,

and a pinion movable with the first-mew tioned gears and arranged to connect one of said gears with said internal gear, as desired.

9. In a power transmlsslon mechanism, a

driving member, a driven member, bearings therefor and includin a laterally shiftable bracket for one of sai members, a plurality of gears, of different diameters connected and slidably mounted on the driving member, a' shifting device therefor, a pinion carried thereby in mesh with one of said gears, a bearing for said shifting device in said bracket, a

clutchcomprising two members, one slidably mounted on the driving memberftheq.

other secured to the driven member,- and a gear carried by the driven member and ar- 4 ranged to mesh with each of the gears on the driving member.

R. O. MITCHELL, vLA'nenoN Mooan.

"E. 'DURYEAQ 

